Truck



Sept. 15, 1942.

R. B. coTTRELL TRUCK Filedy March 13, 1941 4 sheets-sheet i Sept 15; 1942- R. B. coTTRx-:LL 2,295,555

TRUCK Y Filed March 13, 1941 4 Sheets-Sheet 2 Sept 15, 1942- R. B. coTTRELL TRUCK Filed March l5, 1941 4 Sheets-Sheet 3 *lill/11,1111

SePf- 15, 1942- vR. B. coTTRi-:LL 2,295,555

TRUCK Filed March'ls, 1941' 4 sheets-sheet 4 `1NVENTOR.

Patented sept. 15, 1942 UNITED STATES PATENT OFFICE Robert n. comen, chicago, nl.,

assi'gnorto 'American Steel Foundries, Chicago, lll., a col-` poration of New Jersey Appueazmn March 13, 1941, serial' No. 383,065

ze claims. cL 10s- 197) My invention concerns railway car trucks and especially a known form of such truck which` utilizes spaced side frames and a connecting bolster with tying means between said bolster and side frames in the form of a two-piece insert or interlocking member.

The general purpose of my invention is to im-- i also extend through said columns to have engagement with friction absorbing devices which mayserve to dampen the spring oscillations. In a further embodiment of my novel arrangement said insert member extension may project through the columns of the side frame and may carry friction shoes for engagement with friction panels which may be supported in the window openings outwardly of the columns at each end of each side frame.

In a still different embodiment my novel arrangement may comprise insert members wherein the control operating arms may support friction shoes for engagement by the friction panels inclined` somewhatwith respect to each other, and this inclination may be such as to increase the amount of frictional absorption as the bolster moves upwardly or, if desired, to increase it as the bolster moves in a downward direction.

A still different object o f my invention is to devise such a novel arrangement as that described wherein friction shoes may be supported in the columns of the side frame in such manner that the column insert control arms may have frictional engagement therewith as said control arms move vertically with the bolster. In this last-mentioned arrangement I may modifythe shoes or the control bar so that the friction surfaces may taper with respect to each other, thus affording a frictional increment as the bolster moves in one direction or other as may be de- Figure 1 'is a fragmentary v-side elevation of a railway freight car structure embodying my invention, the end portions of the side frame being cut away as not pertinent to my invention.

Figure 2 is a fragmentary topplan view of the truck structure shown inFigure l, only -one end portion being shown inasmuch as the other end arrangement is similar.

Figure 3 is a sectional view through'the truck structure shown in Figures 1 and 2, the section being taken substantially in the transverse vertical plane indicatedby the line 3-3 of Figure 1.

Figure 4 is a sectional view comparable to thatshown in Figure 3 but modified to show tapering surfaces on the friction panels instead of parallel surfaces. l l

Figure 5 is a top plan view of my novel form ofebolster and side framevinsert member, and Figure 5A is a side elevation thereof.

'Figure 6 is a top plan view of a modified forin of bolster and side frame interlocking and control member, and Figure 6A isa side elevation thereof.

Figure 7 is a fragmentary side elevationof a railway car truck embodying a modified form of l my invention, only one end of the truck structure being shown and the end portion of the side frame being cut away. f v

Figure 8 is a fragmentary top plan view of the side frame .and bolster connection in the truck structure shownin' Figure '1.

Figure9 is a sectional view through the truck structure shown in Figures H andr8, the section being taken substantially in the transverse vertical glane as indicated bythe line v9 9 of Figure Figure 10 is a sectional view comparable to Figure 9 showing a modified arrangement.

Figurell is a top plan'viewof the bolster interlocking and control member used in the strucure shown in Figures '7 and 8.

Figure llA is a side elevation of the memberA shown in Figure 1l. A

Figure 12 is a fragmentary side elevation of a railway car truck utilizing a .further embodiment of my novel arrangement. n

Figure 13 is a fragmentary tcp plan view of the truck arrangement shown in Figure 12, and Figure 14 is a sectional view therethrough substantially in the vertical transverse planes indicated by the line II--H of Figure 13'.

Figures 15 and 15A show respectively a plan l view and side elevation of the interlocking and control member utilized in the truck arrangement shown in Figures 12 and 13.

2 azeasssvff Figure 16 shows a. sectional view corresponding in general with the sectional view of Figure 9 and showing an alternate arrangement wherey tion by a bolster guide surface I2 of arcuate form, said guide surface being dened laterally thereof. by the inboard and'outboard vertical flanges I4 and I6, thus affording guide surface of. maximum area. The tension member beneath the bolster opening may be of box-section with a bottom web I3, inboard and outboard walls I5 and I1 (Figure'3) and a widened top Webforming a spring seat I8 defined by inboard and outboard upstanding flanges 20, 20, said flanges serving as positioning means for the coil springs diagrammatically indicated at 22. On the springs 22 may be supported the end of the bolster 24 which projects into said bolster opening 8, said bolster end being seated on the spring plate 26 and positioned with respect thereto by the downwardly projecting lugs 28, 28. The bolster end is relatively narrow as compared with the width of the bolster opening, and 'the bottom wall thereof may be recessed as at 30 for reception of the base plate 32 (Figure 5A) of the bolster and side frame interlocking and control member formed in symmetric halves, each half being generally designated 84. Each control member comprises a central upright member 36 having an arcuate wall 36 affording on its outer face 38 an arcuate guide surface for engagement with the complementary arcuate guide surfa I2 on the adjacent column. The upright mem-l ber 38 is defined by a top wall 48, a horizontal web 42, and a. vertical web 44, the lower portion of which is continuous with the central rib 46 which may project into the slot 48 (Figure 1) formed in the adjacent lateral Wall 58 of the bolster end. The upright member 35 comprises also spaced inboard and outboard walls 52, 52, the edges of which are aligned with the edges of the top wall 48 and the intermediate web 42 to form a convenient abutment as at 84 (Figure 2) for the adjacent side wall 88 of the bolster end. Each interlocking member 34 is formed with a vertical end plate or control arm 86 projecting from through the bottom wall of the bolster (Figure 1). Each lug 64 may have a cotter'opening 66 which may conveniently be aligned with,the lcotter opening of the adiacent lug and said lugs may serve as additional tying means between the bolster and interlocking member, preventing their accidental release when secured by means such as the cotter.

'I'he bolster end is formed with a central vertical web 61 which may be cored away as at 68 to accommodate the before-mentioned stud 64. On each side wall 50 of the-bolster may be formed an inboard vertical guide lug 10 extending the depth of the bolster end, and at the extremity of the bolster on said side Wall may be formed an outboardvertical guide lug 12 of restricted depth A (Figure l) lless than the depth B at the top of the bolster opening representing the clearance above the interlocking members when seated on the spring group without the superposed weight' of the bolster or car body so that the bolster may be disengaged from the interlocking members,` elevated and withdrawn from the bolster` opening withoutidisturbingthe position of the interlocking members or the spring group therebelow.

' Each column may be defined by the beforementioned transverse central web 68 of arcuate form together with a relatively wide inboard wall 14 and -a relatively narrow outboard wall or web 16.` On the inboard web 14 may be formed top and bottom spaced lugs 18, 18 serving as positioning means for an inboard friction plate 80 which. may be positioned therebetween. On the compression member 2 above each window opening I8 may be formed spaced outwardly proiect-v ing lugs 82,; 82, and through aligned openings therein may extend the securing pin 84 serving as support means for the outboard friction panel 86, said panel being formed yat the top with an ear or hinge portion 88 for that purpose. On the inboar'd face of the panel 86 may be formed a friction surface 88 having spaced parallel relationship with the friction surface 82 formed on the outboard face of the before-mentioned plate 80. The outboard web 16 of the column may be widened considerably to merge as at 84 in a guesset-like'portion with the outboard web of the tension member and on said gusset-like portion may be formed the spaced lugs 86, 86 serving as positioning means for the lower end of the outboard friction panel A86.

Each end portion 86 of the interlocking memfriction surfaces 88 and 82 as best seen in the the vertical portion 38 centrally thereof and aligned with the before-mentioned vertical reinfcrcing web 44, said control arm 88 having a depth slightly less than the height of the central portion 38. 'I'he control arm 88 is a rectangular plate member of convenient form for projection through the vertical slot 88 formed in the central web 88 of the adiiacent column,l the slots I8, 68 in thercolumns at opposite sides of the'frame having vertical depth suillcient to permit normal play of the bolster end in the bolster opening, and in the truck shown the spring travel aiforded is relatively large as compared with the usually accepted A. A. R. standards.

The interlocking members 34, 34 utilized in eachbolster opening may abut each other as at 82 along plane surfaces and centrally of their abutting ends each may be formed with an upstanding stud or lug 84 which may extend `sectional view of Figure 3, thus serving as actuating means for the spaced inboard and outboard friction shoes 88, 88, said friction shoes having vertical plate portions I 88, |88 and overlapping fingers or lugs |82 and -I84 at their opposite ends, each shoe being formed with spaced lugs |84, I84 at one end and an intermediate lug |82; at the opposite end. Each inboard shoe may have frictional'engagement as at I86`with the before-mentioned friction surface 82 and each outboard shoe may have frictional engagement as at |88 with the opposite friction surface 88.

Each shoe 88 may be formed along its4 lateral edges with vertical flanges H8, II8 which may have guiding engagement with the lateral edges of the friction plates 88 and 86 against which they seat. Between each'friction shoe 88 and the adjacent face of the control member end portionv 88 may be positioned a rubber spring or V- be formedtransverse openings H6, H6. which,

in the assemblyoperation, maybe forced into alignment so that a pin may be projected therethrough to secure said shoes in position'` convenientfor assembly. l

In assembly the interlocking and control members 34, 34 may befplaced in position on the spring groups with their end plate portions 56 projecting through the aligned openings in the columns at opposite sides of the bolster lopen'- ing. Thereafter the rubber pads and friction shoes may be mounted on each end portion 56 and compressed against the inboard plate 80 so that pins may be inserted in the aligned openings IIB, ||6 of the shoes, after whichthe lower end of the outboard friction plate 85 may be inserted within the bottom of the opening I and swung into position so that the top securing pin 84 may be placed in position.

In the modified arrangement shown in Figure 4 the inboard wall |20 of the side` frame column is not vertical but slopes slightly inwardly from top to bottom toward the tension member sothat the frictionplate |22 supported thereon in. manner similar to the previous modication also assumes a slightly diagonal position. As shown the tension member |24 has an inboard web |26, an outboard web |28, the upper portions of which converge slightly as vshown at |30 and |32, and the inboard web |26 merges with the wall |20 which extends upwardly to the compression member |34 on whose outboard web |36 may be secured as at |38 the friction panel |40. The lower portion of the friction panel |40 may bear as at |42 against the converging web |32, and thefriction surface |44 formed on the inner face of the panel |40 has a converging relationship from top to bottom with the friction surface |46 formed on the opposite friction plate |22. tion shoes |48, |48 are formed with slightly tapering friction surfaces on their outer faces which may have engagement as at |50 and |52 with the before-mentioned friction plates, said shoes being otherwise similar to those described for the Previous modification. Housed within the shoes |48, |48 are the rubber pads |54, |54 positioned with respect to said* shoes by means of the central studs |56, |56, and the adjacent face of the rubber pads or springs |54 may abut opposite faces of the control bar |58 which forms a part of a bolster interlocking member such as that described for the previous modication.

In either of the modifications just described *I may utilize a control bar and interlocking insert memberv |59 of the form shown in Figures 6 and 6A whereof the base plate |60 may assume a somewhat dierent conflguration in order to have complementary relationship with a similar base plate on the opposite insert member. As shown in Figure 6 the Amember |59- comprises a base plate or a bottom web |60 designed to be recessed in the bottom wall of the associated bolster and includes a tongue-like projection |62 which may have overlapping relationship with the tongue |62 of the associated member |59. At the tip of the tongue portion |62 may be formed a stud |64 designed to project through the bottom wall of the bolster and receive as at |66 an associated cotter key to prevent accidental dismantling of the bolster and interlocking member. The member |59 is otherwise similar 75 In this modication the fric'-l to the member 34 previously described and includes a central upright box-section generally designated |68 having on its outer face an arcuate column engaging surface |10v as well as the ihtergral control bar |12 of rectangular form ,and centrally positioned as previously described..

In the modification shown in Figures 7-, 8 and 9 the ,structure is generally similar to that described for the modification of Figure 1 except that the resilient means and friction absorbing device are yhoused entirely within the columns of the side frame and the form or the friction device is somewhat modified. In the modification now under consideration the side frame is of truss type with the compression member |80,

the tension member |82, and the integral column |84 defining with said members the cen- -tral bolster opening |86 and the window opening |88 outwardly of the column. The'tension member beneath the .bolster opening may have the general arrangement shown in the modification of Figure 1 with a box-section and a ,widened top web forming a spring seat |90 with an upwith a top spring plate |96 on which may be positioned the end of the bolster |98, said bolster end being a box-section with a top web 200,

a bottom web 202, aside wall 204, and a central vertical web 206 parallel with said side Wall.

The bolster may be positioned'with` respect to the spring plate by means ofthe lugs 206 projecting downwardly through said plate and the bolster may be positioned with respect to the interlocking member 2|0 by means of the inboard and outboard vertical guide lugs 2|2 and 2|4 engaging as at 2|6 and 2| 8 the lateral edges iof the-vertical portion 220 of said interlocking member. In this modification the outboard bolster guide lug 2|4 is also formed of restricted o ydepth in order to permit'the insertion or removal of the bolster through the bolster opening without disturbing the spring group and interlocking members. on which it is seated. In this modification the interlocking member is generally similar to that shown in Figure 5 differing therefrom only in that the control arm 222 is thickened somewhat in' order to adapt it for use as a friction member which may be worn in usage. In this modification the bottom web 224 of the'interlocking member and control bar is,

asin other modifications, recessedl in the shallow 232 which may engage the complementary guide surfaces 234, 234 formed on the-adjacent side frame column at opposite sides of the vertical slot 236 through which may project the control arm 222 of the insert member.

The column guide surfaces 234, 234 may be widened somewhat between laterally projecting ltical inboard and outboard flanges 238 and Each side frame column is of general U-section with an arcuate transverse web 242, an inboard leg or web 244, and an outboard -leg or web 246 merging at -top and bottom respectively with the side walls of the compression member |80 and the tension member |82. On the inner and opposite faces of the inboard and outboard webs 244 bolster and the reinforcing rib 228 of said insert,

and 246 may be formed friction shoe pockets 243 and 250, said pockets being defined by the top and bottom substantially horizontal flanges 252 and 254 and at opposite sides by the web 242 and the vertical flanges 256, 256 (Figure 8). Within each pocket thus formed may be housed a friction shoe 258, said shoes having on their opposed faces friction surfaces 260 which may engage the opposite sides of the control arm 222 positioned therebetween, said control arm being permitted vertical movement between` said shoes, thus developing the desired frictional or snubbing action. On the opposite face of each friction shoe 258 may be formed a cavity 262 and a central positioning means 264 for the enclosed rubber pad 266, said pad being positioned on its oppo. site side by the stud 268 centrally raised on the pad 210 which forms a seat on the web 244 within the pocket 248 for said rubber pad.

In the modification shown in Figure l the section is generally similar to that shown in Figure 9 and the structure is the same except that the friction shoes 212, 212 are formed with oppositely tapering friction faces 214, 214 between which may be received the wedge-shaped end portion or control bar 216 of the interlocking member. By this arrangement greater resistance will be offered to downward movement of the control bar and the associated bolster'end and to upward movement thereof, otherwise the modication of Figure 10 is similar to that of Figure 9 and includes the inboard and outboard column webs 218 and 280 on which are formed the pockets 282 and 284 receiving the rubber springs 286, 286 and portions of the before-mentioned shoes 212, 212. In the modifications shown in Figures '1 to 10 inclusive I may utilize an interlocking member and control bar of the general form shown in Figures 6 and 6A as already described.

In the embodiment shown in Figures 12 to 14 inclusive the side frame is a well-known truss type with the compression member 302 and the tension member 304 with the integral column 306 defining therewith the central bolster opening 308 and the end window op'ening 310. A compression member above the bolster opening is a substantially box-section with the lower web thereof cut away as at 3|-2 for' convenient foundry practice, and beneath the bolster opening the tension member is a. box-section with a bottom web 3I4, an inboard wall 3|l6, an outboard wall 3I8, and a top web 320 widened to form a spring seat 322 on which may be supported the spring plank 324, said spring plank being recessed as at 326 on each side. to accommodate the secondary truss 328 of the side frame, the web of which extends through the column and merges with the top web of the tension member outwardly of the column as at 330. The bolster opening 303 is relatively wide at the lower portion thereof, the lower end of each column being offset as at 332 and bolster guide surfaces 334 are formed along the upper portions of the columns. Each column is of U-section with the transverse web 336 interrupted centrally thereof by the elongated slot 338 through which may extend the control arm 340 of the associated interlocking member generally designated 342 and the inboard web or wall 344 and the outboard wall 346 have a relatively great width in order to accommodate the rectangular pockets 248 and 350 formed on their inner faces respectively,-said pockets being defined by horizontal and vertical anges` in manner similar to theimodication in Figures 7, 8 and 9.

At the bottom of the bolster opening on the spring plank 324 may be supported coil springs diagrammatically indicated at 352, 352 and on said springs may be supported the end of the bolster 354. In the bottom wall of said bolster may be recessed as at 353 the overlapping end portions 363, 333 of the associated interlocking members 342, 342 each of said end portions having. an upright bolster interlocking stud 333 extending through an opening 362 in the bottom wall of said bolster. The raised bottom walls at each side of the bolster may be cored away as at 334 to accommodate the vertical flange 333 on each interlocking member, each of said anges serving as reinforcing means between the bottom web 333 and the upright portion 310 of the interlocking member, said upright portion having on one face thereof a bolster engaging surface 312 abutting the side wall of the bolster as at 314 and on the opposite face of said upright portion may be formed a column guide surface 313 with vertical flanges 318 and 333 in the outboard and inboard edges thereof for engagement as at 332 and 384 with the lateral edges of the adjacent column. On each side wall of the bolster may be formed a vertical shoulder for abutment as at 33| (Figure 13) with the inboard vertical edge of the interlocking member. Centrally of the upright portion 310 may be formed the vertical control arm in the form of the rectangular plate 340 already referred to.

Within the pockets 348 and 350 on the opposite.

inner faces of the .column walls may be formed spring seats 386, 386 (Figure 13) affording abutment for the rubber springs 388, 333, said springs being formed as rectangular pads with their opposite faces abutting as at 390, 390 the spaced friction shoes 382, 392 whose friction surfaces may engage as at 394, 394 the opposite faces of the control arm 340. -Spring positioning means 396, 396 may be formed on the spring seats 336,

386 as well as on the friction shoes 392, 392.

The embodiment illustrated in Figure` 16 is substantially similar to that illustrated in Figure 9 with the difference that the compression springs are coils instead of rubber pads. In this view the section is taken in the vertical plane thereof with the inboard friction shoe 422 and v through the compression member 402, the tension member 404, and the column extending therebetween, said column having the outboard wall 406 and the inboard wall 403 with the brake hanger bracket 4i0, said inboard and outboard walls 406 and 403 merging at their lower ends with the top web 4l2 of said tension member. In this modification the inboard wall 403 is formed with a spring pocket 4l4 affording a seat as at 4I3 for the coil spring 4I3, the opposite end of which seats as at ,420 against the adjacent face of the friction shoe-422. The wall 403 may be cored away as at 4I4. centrally of the spring pocket 4i4 for insertion of a tool which may have a hook end for engagement with the eye 426 centrally formed on the shoe 422, by which means the spring 4l3 may be compressed, thus facilitating application or removal of the control arm 423 the form of which is generally similar` to those already described. The control arm 423 may have frictional engagement at opposite sides the outboard friction shoe 433 respectively, said outboard friction shoe 430 affording a seat as at 432 for the compression spring 434, the opposite end of which may seat as at 436 against the spring cap 433 and be positioned thereon by means of the lug 44.3 centrally formed on said is formed in the outboard walllll of the column in alignment with the before-mentioned spring pocket 4H.

The operation of the modification shown in Figure 16 is substantially identical with that of Figure 9 except that enlarged spring pockets are formed in the inboard and outboard walls of the columns for the reception of coil springs, which may thus be used in place of the rubber pads described for other modifications.

It is to be understood that I do not wish to be limited by the exact embodiments of the device shown which are merely by Way of illustration and not limitation as various and other forms of the device will, of course, be apparent to those skilled in the art without departing from the spirit of the invention or the scope o f the claims.

Iclaim: f Y

1. In a railway car truck, a truss side frame having tension and compression members and spaced columns defining a central bolster opening and spaced window openings, a spring group on said tension member in said opening, a bolster extending into said bolster opening and seated on said spring group, interlocking members associated with said bolster and having upright end portions interlocked therewith and friction .device control arms extending through transverse Webs of the adjacent columns, said bolster having inboard and outboard lugs engaging said in-A terlocking members, said outboard lugs having a depth less than the clearance at the, top of said bolster opening above said interlocking members when positioned on said springs and free of superposed weight whereby said bolster may be elevated above said interlocking members and removed from said bolster opening while said interlocking members remain in assembly with said side frame, friction plates supported from said frame at opposite sides of each arm, friction shoes in engagement with respective plates, and resilient means between each shoe and said arm.

2. In a railway car, truck, a truss side frame having tension and compression members and spaced columns defining a central bolster opening and spaced window openings, a spring group onsaid tension member insaidopening, a bolster erable by said arms in engagement with said surfaces, and resilient means under compression between each arm and the adjacent -friction shoes.

3. In a railway car truck, a truss side frame having tension and compression members and spaced columns dening a central bolster opening and spaced window openings, a spring group on said tension member in said opening, a bolster extending into said bolster opening and seated on said spring group, interlocking members associated with said bolster and having control arms extending through the adjacent columns, friction devices mounted in said columns and operable by said arms. each of said friction devices comprising spaced friction surfaces on opposite walls of the. adjacent column, and friction shoes in engagement with said surfaces and operable-by the adjacent arm.

4. In a railway car truck, a side frame having spaced' columns defining a* central bolster opening and spaced window openings, guide surfaces on said columns, la'bolster extending into saidi bolster opening, -members interlocked with said bolster and having guide faces engaging said surfaces, control armsl on said interlocking members s extending through said columns, and friction devices mounted in said window openings and opery ableV by said control arms, each of said friction devices comprising spaced friction -shoes actuated by the adjacent control arm, and resilient means under compression between each shoe and s'aid adjacent control arm.

5. In a railway car truck, a side frame having `spaced columns defining a central bolster opening and spaced window openings, guide surfaces on said columns, a bolster extending into said bolster opening, members interlocked with said bolster and having guide faces engaging said surfaces, control arms on said interlocking members extending throughsaid columns, friction devices mounted in said window openings and operable by said control arms, each of said friction devices comprising friction surfaces mounted on opposite faces of said frame, friction shoes in frictional engagement with said surfaces, and a resilientpad between each shoe and the adjacent arm.

6. In a railway car truck, a side frame having spaced columns defining a centralbolster opening and spaced window openings, guide surfaces on said columns, a bolster extending into said bolster opening, members interlocked with said bolster and having guide faces engaging said surfaces, control arms on said interlocking members extending through said columns, friction devices mounted in said Window openings and operable by said control arms, each of said friction devices comprising friction surfaces mounted on opposite sides of said frame, friction shoes in engagement with said surfaces and operable by the adjacent control arm and resilient means under 4compression between each shoe and said adjacent arm.

7. In a railway car truck, a truss side frame comprising a bolster opening, a spring group on said frame in said opening, a bolster end supported by said group, actuators xed to said end, friction devices mounted on said frame, each vcomprising spaced friction plates, friction shoes in engagement therewith, and resilient members engaged with respective shoes and clamping therebetween the associated actuator.

' 8. In a railway car truck, a side frame having a central bolster opening and spaced columns,

vertical slots ,in the transverse Webs of said columns, a bolster extending into said opening with side wallsv spaced from said columns, members interlocked with said bolster and havingV portions engaging the side walls of said bolster and guide surfaces engaging said columns, each of said interlocking members having a control arm ex'- tending through the adjacent column slot, yfriction devices mounted in said frame and operable by said arms, each of said interlocking members having a plane surface .engaging the adjacent .side wall of the bolster, and an arcuate surface engaging the adjacent column. A

9. In a railway car truck, a side frame comprising a bolster opening, resilient means on said frame insaid opening, a bolster end supported on said means, actuators fixed to said end, fricengaging the side walls `of said bolster and guide surfaces engaging said columns, each of said interlocking members having a control arm extending through the adjacent column slot, friction devices mounted in said frame and operable by said arms, each of said devices comprising spaced friction shoes, and resilient means compressed between said shoes and the adjacent arm.

1l. In a railway car truck, a truss side frame having tension and compression members and spaced columns dening a central bolster opening and spaced window openings, a spring group on said tension member in said opening, a bolster extending into said bolster opening and seated on said spring group, interlocking members associated with said bolster and having control arms extending through the adjacent co1- umns, friction devices mounted in said columns and operable by said arms, each of said friction devices comprising a plurality of friction shoes operable by theadjacent control arm, and resilient means associated with each of said friction shoes.

12. In a railway car truck, a truss side frame having tension and compression lmembers and integral columns forming therewith a central bolsterl opening and spaced window openings, each of said columns having a bolster guide surface centrally formed thereon and spaced from said compression member, each column having a J-section including an arcuate transverse web vwith a vertical slot therein, a relatively wide inboard web affording a seat for an associated friction device, and a relatively narrow outboard web affording clearance for access to said friction device from the outboard face of said frame.

13. In a railway car truck, a truss side frame having tension and compression members and spaced columns defining a central bolster opening and spaced window openings, a spring group on said tension member in said opening, a bolster extending into said bolster opening and seated on said spring group, interlocking membersassociated with said bolster and having upright end portions interlocked therewith and control arms extending through the adjacent columns, and friction devicesmounted in said columns and operable by said arms.

14. In a railway car truck, a side frame having tension and compression members and spaced columns defining a central bolster opening and spaced window openings, each of said columns having a general U-section with a transverse web interrupted by a vertical slot and inboard and outboard webs, said inboard web being windened to afford a friction surface accessible from the outboard side of said frame, and a frictionpanel supported on said frame opposite said friction surface.

l5. In a railway-car truck, a side frame having spaced columns defining a central bolster opening and spaced window openings, guide surfaces on said columns; a

bolster opening. members interlocked with said bolster and having guide faces engaging said surfaces, control arms on said interlocking members extending through said columns, and friction devices mounted in said window openings and operable by said control arms.

16. In a railway car truck, a truss side frame having tension and compression members and spaced columns defining a central bolster opening and spaced window openings, a spring group on said tension member in said opening, a bolster extending into said bolster opening and seated on said spring group, interlockin'g'-members associated with said bolster and having upright end portions interlocked therewith and arms extending through the adjacent columns, and friction means supported from said columns in said window openings, each of said friction means comprising a plurality of friction shoes operable by the adjacent arm.

17. In a railway car truck, a side frame having a central bolster opening and columns at opposite sides thereof, a bolster extending'into said opening clear of said columns, members interlocked with said bolster with end portions engaging said bolster side walls and the adjacent columns, control arms on said interlocking members extending through said columns, friction means mounted in each of said columns, each of said friction means comprising spaced friction shoes operable by the adjacent control arm, and resilient means under compression' between each shoey and the adjacent arm.

18. In a railway car truck, a side frame having a central bolster opening and spaced columns,

vertical slots in the transverse webs of said columns, a bolster extending into said opening with side walls spaced from said columns, members interlocked with said bolster and having portions engaging the side walls of said bolster and guide surfaces engaging said columns, each of said interlocking members having a control arm extending through the adjacent column slot, friction means mounted in each of said columns and operable by said control arms respectively, each of said friction means comprising spaced friction shoes, and resilient means under compression between each shoe and the adjacent' arm.

19. In a railway car truck, a side frame having a bolster opening and spaced columns, each of said columns having a general U-section with a transverse web having avertical slot and inboard and outboard webs, and housings formed on the inner opposite faces of said inboard and outboard webs for associated friction shoes..

20. In a railway car truck, a side frame having spaced columns defining in part a central bolster opening, a bolster extending into said opening spaced from said columns, interlocking members associated with saidbolster and in guiding engagement with said columns, each of said coli umns having a vertical slot and each of said inbolster extending into said terlocking members having a transverse arm extending through the adjacent slot, friction devices mounted on said columns for actuation by associated with said bolster and in guiding engagement with said columns respectively, friction devices mounted in each of said columns, each of,

said interlocking members having an arm for actuation of the adjacentr friction device and each of said friction devices comprising friction shoes at opposite sides of the adjacent arm with interlacing means above and below said arm for engagement thereby,and resilient means associated with each of said shoes.

22. In a railway car truck, a truss side frame having tension and compression members and integralcolumns dening therewith a central bolster opening and spaced window openings, each of said columns comprising 'a transverse web with a vertical slot, friction devices mounted in said columns and accessible from said windows respectively, a bolster extending into said bolster opening, and interlocking members associated with said bolster and in guiding engagement with said columns respectivelyfeach of said interlocking members having an arm extending through the adjacent slot for actuation of the adjacent friction device'.

23. In a railway car truck, a truss side frame having tension and compression members and integral columns dening therewith a central bolster opening and spaced window openings,

prlsing inboard and outboard friction panels supported on the adjacent column, friction shoes resiliently urged into engagement therewith, and means on each of said friction shoes overlying and underlying the adjacent arm.'

24. In a railway car truck, ya truss side frame comprising spaced columns partly defining a bolster opening and spaced window openings, aligned slots through said columns, a spring group on said frame in said bolster opening,` a bolster end supportedon said group. friction devices supported from said frame, and actuators fixed to said end, engaged with respective columns, and comprising arms extendingv through respective slots for actuation of-respective friction devices.

25. In a railway car truck, a truss side framev comprising spaced upstnding columns partly defining a bolster opening and spaced window openings, slots through said columns, resilient means 26. In a railway car truck, a side frame having a bolster` opening and spaced columns, vertical slots in the transverse webs of said columns, a bolster extending into said opening with side walls spaced from said columns. members fixed to said bolster and comprising guide surfaces engaging said columns, each of said members having a control arm extending through the adiacent column slot, and friction devices mounted on said frame and operable by said arms.

ROBERT B. CO'I'IRELL. 

